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R. M. OOSBY. -Car Truck."

Patented Aug..10, 1880.

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IIIUII N4 PETERS, PHOT0L11HoGRAPHEm WASHINGTO UNI-TED STATES ATENT Ormes.

RICHARD M. COSBY, 0F INDIANAPOLIS, INDIANA.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 231,011, dated August 10, 1880.

' Application filed February 26, 1880.

To all whom it may concern Be it known lthat I, RICHARD M. GosBY, of Indianapolis,in the county of Marion and State ot' Indiana, have invented a new and useful Gar Truck and Frame, of' which the following is a specification.

My invention relates to improvements in a device for supporting and holding car-trucks, in which the trucks and axles are supported by the frame and the frame operates in conjunction with the car-bed; and the objects of my invention are, tlrst, to provide a metallic frame ot' great strength for supporting and holding in position the car trucks and axles; second, to provide a means of distributing the load equally on each of the wheels ofthe truckfrarne; third, to provide a means for preventing the car-trucks from leaving the track where rails are broken 5 fourth, to provide means Jr'or preventing the trucks from being slned around under the car; fifth, to provide a means for holding` three wheels on the track While any one of the four wheels is passing over low joints or broken rails; sixth, to provide a means for holding the truck-trame,'and preventing any one wheel from dropping below the head of the rail while passing over broken rails; seventh, to afford facilities for preventing the slipping ofthe wheels on the track while running around curves. These objects I attain by the mechanism illustrated in the accompanying drawings, in which- Figure 1 is a plan or top view ofthe device. Fig. 2is a side elevation of the same. Fig. 3 is an enlarged vertical cross-section taken at the line a: ot' Fig. 1. Fig. 4 is a bottom view of the central cylinder; and Fig. 5 is a detail view, in section, ofthe axle.

Similar letters refer to similar parts throughout the several views. A

The truck-framejs ot' peculiar construction, as follows, to wit: In the center ot' the frame, and forming the main support for all its various parts, is a vertical cylinder, K, of an external and internal construction similar to that shown i.e., the cylinder is hollow and provided with a cap which is cast or otherwise made fast thereon. Through the center of this cap is a hole, in which the king-bolt or stud M is inserted. The lower end of the king-bolt or stud M rests in a socket formed in the upper side of the disk-plate U. The disk-plateUtits loosely in the cylinder K and rests on several spiral or other s )rings w w which are. in turn sn ported by the lower cross-bars of the truckframe, or on a plate located above said crossbars. rIhe disk U may be further strengthened to resist a downward pressure by having a series of spiral pull-springs, w, attached to its upper side, land also secured to the cap of the cylinder K, as shown in Fig. 3.

The flange K around the upper edge of the cylinder K projects some distance from the body ofthe cylinder, and is designed to form a shoulder for supporting and distributing the weight of the cylinder and load on the braces and bars of the frame.

'Ihe lower edge of the cylinder is provided with several radialnotches, 19, for holding land retaining in position all the braces and bars of the frame which pass under said cylinder. The upper frame-bars, l1] E E2 E3, are each secured to the cylinderKimmediately under the flange K', as shown at c, Fig. 2, each bar radiatingfrom the cylinder-K', as shown in Fig. l. The outer ends ot' each of these bars are bent to forni a bearing on the ends ot' the bracebars O below, which rest on the upper side ot the inside bearing-boxes, C C O2 G3. 'Io the under side of each of these inside bearingboxes, C,are also tted the bent ends ot' lower brace -bars similar to the bars I) P at the sides, as shown in Fig. 2. rIhe lower bar, that is located under the bars E E2 and brace-bars O, is secured at one end tothe bar E, with the inside bearing-box, C, between them, by the bolts b b'. Thelower bar, aswell as the bracebars O, extends across under the cylinder K in one set of slots, p, and their other ends are secured to the end of the bar Ei", with the box G2 between them, bythe bolts 0202. 'Ihe other lower bar and its brace-bars also pass under the cylinder K, and are secured to bars E E, with the inside bearing-boxes, C and C3, be tween them, by bolts in the same manner,fthus forming diagonal braces land supports for the inside bearing-boxes, C @6203, and the cylinder K, in the same manner as the side parallel bars.

Under the cylinder K, and supported in the recesses p p', is a cross-bar, H3, Fig. 3, which extends across from side to side of the frame,

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said arch-bars being secured to the cylinder' K' below the flange K. These bars H H H2 H2 Y are also braced by the diagonal brace-bars T T', the upper ends of which are secured to the cylinder K below the flange K and below the bent ends of the bars H H', as shown at n, Fig. 3, and the lower ends are rmly secured at the angles of the bar H2 with the vertical bars H2, as shown at 'n'.

The said bars H H H2 H2 are further braced and strengthened by the rods J J/ J2 J2, the rod J J2 being one rod and J J2 the other rod. These rods pass across the under side of the cylinder K in the same notches pp/ that the bar H2 is held in, one on each side of said bar H2. The end J of one rod extends diagonally upward from the base ofthe cylinder K, and passes through a hole or recess formed in the upper parallel side bar, F, also through a hole formed in the upright bar H2, and is made fast by the nut h. The other end, J2, of the rod extends in like manner through the other upright bar, H2, where it is made fast by the nut h. Each arch-bar H and H is provided with a rod, R, which runs parallel therewith and forms a cord to the arch. Each end of this rod passes through holes formed in the archbar, and is there secured by the nuts rl d. The rods R R are each provided with collars r r, between which is located a frictionroller, l, and the space s between said rollers and the arch H is designed `to receive a plate of iron, (not showin) which is secured to the car-bed above on each side of this arch, and forms a safety device for preventing thetrucks from being detached from the car-bed, and to relieve the friction on the iron plate. (Not shown.)

The outside parallel side bars and braces are as follows, referring to Figs. l and 2: The upper bar, F2 F2, is secured at its middle to the vertical side bar, H2, with a cap, G, above, by the bolts d. The outer ends ot this bar F2 F2 are fitted to rest on the outer ends of the brace-bar L L, over the outside bearing-boxes, B2 B2. The brace-bar L L extends from the top of the boxes B2 B2 diagonally downward and under the vertical bar H2. The lower bar, P P, is secured at each end to the bars L L and F2 F2, with the boxes B2 B2 between them, by the bolts b, as shown in Fig. 2.

The opposite parallel side bars of the frame are of like construction and arrangement and secured to the outside bearing-boxes, B B', in the saine manner as that just described.

The axles D are of peculiar construction, as follows, to wit: The part D is a tube, in which the spindle D2 is made fast, and in which the spindle D2 revolves. The revolving spindle is held in place by the groove D5 and the feathers D4 on the blocks j', which are secured to the pipe D by the screws g g, as shown in Figs. 1 and 5. The spindles D2 D2, beyond the pipe D, operate in the inside bearing-boxes, C C C2 U2, outside of which the truck-wheels .A are secured to said spindles, and outside ofthe trucks the spindles projectfar enough to enter the outside bearing-boxes, B B' B2 B2, as shown in Fig. l.

By this arrangement ofthe wheels and axles each wheel is free to revolve independent of theother,thuspreventingtheslippingofwheels in running` around curves.

Having thus described the construction and arrangement of parts in my improved truckt'rame, I will now describe its inode of operation as follows, to wit: The king-bolt or stud M is inserted in the cylinder and its lower end resting on the disk U. The truck-frames are then ready to be placed under a car, the upperl ends of the king-bolts or studs M being inserted in their respective bolster. When in this condition all the weight of the car is on the king-bolts or studs M, supported by the springs w w in the cylinder K at the center of the frame. Thus each wheel receives an equal amount of weight, and neither one ofthe wheels can drop below the level of the others unless both wheels on 011e axle leave the track at one and the saine time. In passing over broken rails the two wheels at one side of the truck-frame and one on the other side are always on the good track while one wheel may be passing over the break. As soon as the one wheel is over the break and reaches'good iron then the other wheel on the same side can pass the break also in like manner, the truck-frame being supported by three wheels on the track while one wheel passes the break.

It will be observed that, when the weight is placed in the center and the king-bolt or stud M is strong, it will be almost impossible to let one of the wheels drop below the rest of the wheels, even if any one should leave the track ata broken rail, because the construct-ion of the frame, being so rigid, prevents it from falling, and the weight holds the other three wheels on the rails, provided the break in the rail is not longer than the distance apart of the wheels on one side of the truck.

Again, if the two wheels on one side are on good rails and the wheels on the other side are passing over a broken rail, the wheels cannot tall into the break and encounter obstruction that would slue the truck around.

Again, in laying the rails it is customary to break joints, and as the two wheels on one side pass on the rail, then the other wheels pass over the joint in the rail on their side without hammering or battering the ends of the rails.

Wha-t I claim as new, and desire to secure by Letters Patent, is-

l. In a car-truck frame, the central cylinder, K, combined with the plate U, the springs w',

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and king-bolt or stud IVI, substantially as described, for the purpose specified.

2.` In a car-truck frame, the cylinder K, combined with Jthe plate U, the springs w' below, the springs 'w aboije, and the hing-bolt M., as and for the purpose specied. h

3. In a car-truck frame, the cylinderK, with flange K' at its top and radial recesses or notches p in its bottom, combined with the plate U, the springs w', the king-bolt or stud M, and the frame and brace-bars radiating therefrom, substantially as specified.

4. In a car-truck frame, thecylinder K, combined with the bar H3, the upright bars H3 H3, and arch-bars H H', as shown, for the purpose specified.

5. In a car-truck frame, the cylinder K, combined with the bar H3, the upright bars Hz H2, the arch-bars H H', and the diagonal bracebars T T', as and for the purpose specied.

6. In a car-truck frame, the cylinder K, combined with the bar H3, the upright bars H3, the arch-bars H H', and the rods R R', provided with friction-rollers I I, as and for the purpose specified.

7 In a car-truck frame, the cylinder K, combined with the bar H3, the upright hars H3,

the arch-bars H H', the upper side bars, F F' F2 F3, land the rods J J' J3 J3, as and for the purpose specified.

8. In a car-truck frame, the cylinder K, combined with the radial bars E E' E3 E3 and theircorresponding` bars and braces below. the bar H3, the upright bars H3, the arch-bars H H', and the side bars, F F' F2 F3, the bracebars L, and lower side bars, P P, as and for the purpose speciled.

' 9. In a car-truck frame, the cylinder K and its frame-Work and braces, com biued with the inside bearing-boxes, C C' C3 O3, and outside bea1ingboXes,B Bl B2 B3, substantially as described, for the purpose specified.

10. In a car-truck frame, the cylinder K and its frame-work and braces, combined with the inside and outside bearing-boxes, C C (J3 C3 B B' B2 B3, and the axles D D', with wheels A, as and for the purpose specified.

In testimonywhereofIhavesigued my name to this specification in the presence of two subscribing witnesses.

RICHARD M. OOSBY.

Witnesses:

E. O.FR1NK, G. H. BENNETT. 

